JP2013136265A - Brake control device and method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide brake control device and method having higher safety by effectively reducing the risk of generating erroneous detection or disconnection/short-circuiting in a control signal line when a brake device is operated by automatic control.SOLUTION: The brake control device is mounted on a vehicle 1 including dynamic cutoff systems 3 and 90, and automatically controls a brake device 7 so as to maintain the stopped state of the vehicle during a stop. The automatic control of the brake device is released when an automatic transmission is switched to a state other than a neutral state or when the operation of a parking brake device is detected. The detection is performed based on a multiplexed detection signal. Thus, careless control releasing of the brake device caused by erroneous detection or disconnection/short-circuiting is effectively prevented.

Description

  The present invention relates to a vehicle having a power shut-off system that automatically shuts off engine power under a predetermined condition, and a brake that can be safely released when the brake device operated to maintain the vehicle stop state when the power is shut off. The present invention relates to the technical field of control devices and methods.

  An automatic transmission (hereinafter referred to as “A / T” where appropriate) that automatically switches the gear position in accordance with the speed of the automobile and the number of revolutions of the engine is widely known and adopted in many automobiles. As one of A / T, there is a torque converter type A / T that automatically shifts a combination of a torque converter and a planetary gear by hydraulic control. The torque converter type A / T is adopted not only for passenger cars but also for route buses and business trucks that need to be repeatedly started and stopped.

  By the way, from the viewpoint of environmental consideration in recent automobiles, the engine power is automatically shut off under specified conditions, thereby reducing exhaust gas emissions, improving fuel efficiency, and improving safety. Yes. As this type of power shut-off system, for example, an automatic stop / start device (commonly referred to as an “idling stop device”) that automatically stops the engine when the vehicle is stopped and automatically restarts when the vehicle is started is referred to as an “ISS device”. "). Also, in vehicles equipped with passenger doors such as route buses, an A / T power cut system that automatically switches A / T to the neutral state and shuts off the engine power when the door is open when the vehicle is stopped. By installing it, the vehicle is prevented from moving unexpectedly due to a creep phenomenon or the like with the door open, thereby ensuring safety.

  On the other hand, if the engine power is cut off automatically when the vehicle is stopped, stall torque will not be generated, so if the driver accidentally removes his or her foot from the brake pedal when stopping on a slope, etc., or the amount of depression of the brake pedal When there are few, etc., a vehicle may move and an idling may generate | occur | produce. For example, in the case of a route bus, if a vehicle moves when passengers get on and off at a stop or the like (the entrance door is open), it becomes a big safety problem. Even in a truck having a movable platform, it is dangerous if the vehicle moves during the operation of the platform.

  In order to deal with such a problem, for example, in Patent Document 1, when the power from the engine is cut off by an ISS device that is an example of a power cut-off system when the vehicle is stopped, the parking brake is automatically operated to stop the vehicle. A brake control device for maintaining the state is disclosed.

JP 2010-149634 A

  As in Patent Document 1, automatic operation control of a brake device is performed in order to maintain the stop state and ensure safety when passengers get on and off. On the other hand, even when releasing the brake, it is necessary to confirm that the passengers have been boarded and exited and are sufficiently safe. In such control relating to the operation and release of the brake device, the safety is confirmed based on the electrical detection signal of the sensor etc., but the signal line etc. is broken or short-circuited, external noise etc. There is a risk of false detection due to Although such risks can be reduced to some extent by vehicle maintenance or the like, further measures are required from the viewpoint of more positive safety.

  The present invention has been made in view of the above-described problems. When the brake device is automatically controlled at the time of power interruption, the brake is inadvertently reduced by reducing the risk of erroneous detection or disconnection / short circuit in the control signal line. It is an object of the present invention to provide a brake control device and method capable of preventing the device from being released.

  In order to solve the above-described problem, a first brake control device according to the present invention travels by transmitting engine power to drive wheels via an automatic transmission, and shuts off the engine power under a predetermined condition. A brake control device for controlling a brake device of a vehicle equipped with the system, and when the power of the engine is cut off by the power cut-off system, the brake device is automatically operated to change the stop state of the vehicle. Brake control means for controlling to maintain the brake control means, wherein the brake control means is determined based on a first gear signal acquired from the automatic transmission via one signal line that the automatic transmission is not in a neutral state. And other from the automatic transmission Route based on the second gear signal acquired through the automatic transmission if it is determined not to be a neutral state, and cancels the maintenance of the stop state of the vehicle by the brake control means.

  When releasing a brake device that is automatically operated to maintain a stopped state when the power is cut off, it is important for safety to check whether or not the driver has an intention to start. As one of the intention confirmation methods, it is effective to detect that the shift stage of the automatic transmission is switched from the neutral state to another state. In the present invention, based on the first and second signals acquired from the automatic transmission, it is determined in a multiplexed manner whether or not the gear position is in the neutral state. In this way, by determining that the neutral state of the automatic transmission has been released in a multiple manner by a plurality of detection signals, even if a false detection or a disconnection / short circuit occurs in any of the signal lines, A situation where the device is inadvertently released can be avoided.

  In order to solve the above-described problem, the second brake control device according to the present invention travels by transmitting the engine power to the drive wheels via the automatic transmission, and shuts off the engine power under a predetermined condition. A brake control device for controlling a brake device of a vehicle equipped with the system, and when the power of the engine is cut off by the power cut-off system, the brake device is automatically operated to change the stop state of the vehicle. Brake control means for controlling to maintain, a parking brake for the vehicle, a parking brake operating means for a driver to operate the parking brake, and a parking brake operating state detection for detecting an actual operating state of the parking brake And the brake control means is provided with the parking brake by the parking brake operating means. When the parking operation is detected and the parking brake is detected by the parking brake operating state detecting means, the brake control means maintains the vehicle stop state. It is characterized by canceling.

  When the parking brake is operated when the vehicle is stopped, it is inefficient to operate the brake control device twice. Therefore, in the present invention, when the operation of the parking brake is confirmed, the brake control device is released. In particular, in the present invention, the operation detection of the parking brake is performed in a multiple manner. Specifically, it is determined that the parking brake operation operation has been performed by the parking brake operation means, and multiple determinations are made that the parking brake operation state detection means has detected that the parking brake has actually been activated. In this case, the brake device is released. As described above, when it is determined that the parking brake is operated in a multiple manner by a plurality of detection means, when a false detection or disconnection / short circuit occurs in any of the control signal lines, A situation in which the brake device is inadvertently released can be avoided.

  The first brake control device further includes an open / closed state detecting means for detecting an open / closed state of a door for boarding / exiting mounted on the vehicle, wherein the brake control means is further in a closed state by the open / closed state detecting means. When it is detected that the vehicle is stopped, the maintenance of the stopped state of the vehicle by the brake control means may be canceled. According to this aspect, since the presence or absence of the driver's intention to start can be determined more reliably based on the open / closed state of the door, the safety can be further improved.

  Here, the power shut-off system may be an A / T transmission power cut system that switches the A / T transmission to a neutral state when a door mounted on the vehicle is in an open state.

  In order to solve the above problems, a first brake control method according to the present invention travels by transmitting engine power to driving wheels via an automatic transmission, and shuts off the engine power under a predetermined condition. A brake control method for controlling a brake device of a vehicle equipped with a system, wherein when the power of the engine is cut off by the power cut-off system, the brake device is automatically operated to set a stop state of the vehicle. A first step of determining whether or not the automatic transmission is in a neutral state based on a brake operation step for controlling to maintain and a first gear signal acquired from the automatic transmission via a signal line; Gear signal determination process and other signal lines from the automatic transmission A second gear signal determining step for determining whether or not the automatic transmission is in a neutral state based on the second gear signal acquired via the first gear signal; and the automatic transmission is in neutral based on the first gear signal. A brake release step for releasing maintenance of the vehicle stop state by the brake control means when it is determined that the vehicle is not in a state and the automatic transmission is determined not to be in a neutral state based on the second gear signal; It is provided with.

  In order to solve the above problems, the second brake control method according to the present invention travels by transmitting the engine power to the drive wheels via the automatic transmission, and shuts off the engine power under a predetermined condition. A brake control method for controlling a brake device of a vehicle equipped with a power cut-off system, wherein when the power of the engine is cut off by the power cut-off system, the brake device is automatically operated to stop the vehicle A brake operation step for controlling to maintain the state, a release operation determination step for determining whether the driver has operated the parking brake by a parking brake operation means for operating the parking brake, The parking brake operating state detecting means for detecting the actual operating state of the parking brake detects the parking brake. An operation state detection step for detecting an actual operation state of the key and the brake control when it is determined that the operation operation of the parking brake has been performed and the parking brake is actually in an operation state. And a brake releasing step for releasing maintenance of the stopped state of the vehicle by means.

  These first and second brake control methods can be suitably realized by the first and second brake control devices (including the various aspects described above).

  According to the brake control device and method of the present invention, whether or not the automatic transmission is in the neutral state or whether or not the parking brake is in the operating state is determined based on multiple determination criteria. Therefore, when erroneous detection or disconnection / short-circuit occurs in any of the control signal lines, it is possible to avoid a situation where the brake device is inadvertently released, and good safety can be obtained.

1 is a schematic block diagram of a vehicle according to an embodiment. It is a whole lineblock diagram of the brake control device concerning this embodiment. It is a logic diagram which shows an example of power interruption conditions. It is a logic diagram which shows the other example of power cutoff conditions. It is a schematic structure figure of a parking brake device carried in vehicles concerning this embodiment. It is a maxi chamber detail drawing of the parking brake device mounted in the vehicle which concerns on this embodiment. It is a brake control valve operating condition figure in this embodiment. It is a flowchart which shows a series of control methods at the time of operating / releasing the brake control valve and parking brake which concern on 1st Example. It is a flowchart which shows a series of control methods at the time of operating / releasing the brake control valve and parking brake which concern on 2nd Example. The parking brake release control of FIGS. 8 and 9 is summarized in a logic diagram.

  Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.

  In the present embodiment, a case where the brake control device according to the present invention is applied to an A / T-mounted route bus (hereinafter referred to as “vehicle” as appropriate) will be described as an example. In the following description, directions are described as “vertical direction”, “left / right direction”, and “front / rear direction” based on the state of sitting in the driver's seat.

  FIG. 1 is a schematic block diagram showing the configuration of a vehicle 1 equipped with a brake control device according to the present invention. The vehicle 1 has a middle door 1b that can be opened and closed when a passenger gets on and off between the front wheel 1a and the rear wheel 1c. The middle door 1b can be opened and closed by a driver operating a middle door opening / closing operation switch 32 (hereinafter, "switch" is abbreviated as "S / W") provided in the driver's seat, and is closed during traveling. Yes. The actual open / closed state of the middle door 1b is detected by a middle door micro S / W 39 which is an example of the “open / closed state detecting means” according to the present invention attached to the middle door 1b portion.

The vehicle 1 is equipped with an ISS control device (see reference numeral 3 in FIG. 2) that performs idling stop control as an example of an engine power cut-off system, and automatically stops the engine when the vehicle stops and automatically starts when the vehicle starts. The engine operation period is shortened to reduce exhaust emissions and improve fuel efficiency. The idling stop control by the ISS control device 3 is performed when the ISS device main S / W 22 operated by the driver is in an ON state (that is, the ISS device main S / W).
When idling 22 is switched to OFF, idling stop control is not performed).

  Further, even when the engine is automatically stopped when the vehicle is stopped by the idling stop control, the driver can manually start the engine by operating the foot S / W 25 provided in the driver's seat. ing.

  Although illustration of the engine is omitted in FIG. 1, the power of the engine is transmitted to the drive wheels via the A / T transmission, so that the vehicle 1 travels. The vehicle 1 is equipped with a braking device 7 as a braking device, and is configured to decelerate and stop by generating a predetermined braking force on the front and rear wheels. In FIG. 1, the brake device 7 is shown only on the rear wheel so that the illustration is not complicated, but in the actual vehicle 1, the brake device is also mounted on the front wheel as shown in FIG.

  The vehicle 1 is provided with a brake device operation control ECU 35 that controls the brake device 7. The brake device operation control ECU 35 includes a middle door opening / closing operation S / W 32 for opening and closing the middle door 1b, a dual brake valve 70 having a brake pedal 24, which will be described later, and an idling stop control when trouble occurs in the vehicle 1. Emergency travel S / W31 for performing normal travel while prohibiting the execution of the vehicle, middle door micro S / W39 which is an open / closed state detection means for detecting the open / closed state of the middle door mounted on the middle door 1b portion, and the rear of the vehicle Signals are respectively input from a vehicle speed sensor 41 that is arranged and detects the stop state of the vehicle 1, which is an example of the “stop state detection unit” according to the present invention.

  FIG. 2 is an overall configuration diagram of the brake control device according to the present embodiment. The operation of the brake device is performed by controlling the brake operation relay 80 by the brake device operation control ECU 35. The brake device operation control ECU 35 is an ISS control device 3 that performs idling stop control, an engine ECU 6 that controls the rotational speed, output, start and stop of the engine 5, and a power transmission mechanism to the drive wheels of the engine 5. It is electrically connected to an A / T control ECU 90 that performs shift speed control of an A / T transmission (not shown).

  The A / T ECU 90 is supplied with an ISS standby signal from the ISS control device 3 to notify that the engine can be automatically stopped by the idling stop control. This ISS standby signal is mainly used for power cutoff control in the A / T ECU 90, but in this embodiment, it is also used for brake control in the brake device operation control ECU 35. It is designed to be entered.

Here, FIG. 3 is a logic diagram showing an example of the power cutoff condition. In this embodiment, a detection value is input to the ISS control device 3 from the vehicle speed sensor 41, the vehicle speed is 1.7 km / h based on the detection value, the vehicle is stopped, and A / T is ISS controlled. The engine power is automatically shut off on condition that the A / T ECU 90 has received from the ISS control device 3 an ISS standby signal indicating that the power can be shut off.
Note that the example of FIG. 3 shows an example of idling stop control, and it is needless to say that the power interruption may be determined in consideration of other parameters and the like.

  Returning to FIG. 2, an N signal (neutral signal) is input from the A / T control ECU 90 to the brake device operation control ECU 35. The N signal is a signal indicating whether or not the speed change state of the A / T transmission to be controlled by the A / T control ECU 90 is in the neutral state. If it is in the neutral state, “ON” is set. In this case, it is a binary signal that takes a value of “OFF”.

  This N signal is simultaneously input to the engine ECU 6 for engine control. Particularly in this embodiment, the N signal input to the engine ECU 6 is used for engine control in the engine ECU 6 and is also input to the brake device operation control ECU 35 via the engine ECU 6. As a result, an N signal (an example of the “first signal” in the present invention, which will be referred to as an “actual gear N signal” hereinafter) as input directly from the A / T control ECU 90 to the brake device operation control ECU 35, N signals (an example of the “second signal” in the present invention, which will be referred to as “range attendant signal” hereinafter) are supplied in multiples via the engine ECU 6. Therefore, an error can be detected with high accuracy when a disconnection / short circuit or erroneous detection occurs in either N signal wiring, and safety in brake control, which will be described later, can be effectively enhanced.

  The A / T control ECU 90 performs A / T power cut control, which is a kind of engine power cut-off control. FIG. 4 is a logic diagram showing another example of the power cutoff condition. In the A / T power shut-off system, when it is detected that the middle door 1b is opened by the driver due to the middle door opening / closing operation S / W32 being in the ON state, the vehicle speed is 1 based on the detection value of the vehicle speed sensor 41. The A / T transmission is automatically switched to the neutral state when the vehicle 1 is determined to be in a stopped state due to the speed of 0.7 km / h and when the inner door micro S / W 39 is in the ON state. The N signal is output to the A / T control ECU 90 for control. As a result, the vehicle 1 is prevented from suddenly moving when the vehicle stops due to creep or the like, thereby improving safety.

  Returning to FIG. 2 again, in the brake device 7, the first air pipe 73 connected to the rear air tank 71, which is an air tank for the rear wheel 1 c, and the second air pipe 72 connected to the front air tank 72 for the front wheel 1 a are connected. An air conduit 74 is provided. A dual brake valve 70 as a brake valve is interposed in the middle of the first and second air pipes 73 and 74, and the brake pedal 24 is attached to the dual brake valve 70. When the driver operates the brake pedal 24 at the driver's seat, the dual brake valve 70 opens and closes, and the amount of air flow in the first and second air lines 73 and 74 is adjusted by the amount of depression of the brake pedal 24. It has become.

  The second air conduit 74 is further connected to the FW relay valve 51 via a second double check valve 77. Here, the second double check valve 77 enables air to flow from the dual brake valve 70 or the second brake control valve 79 described later to the FW relay valve 51. The FW relay valve 51 is connected to the FL brake 832 of the front wheel 1a, the FR brake chamber 82 of the FR brake 831, and the FL brake chamber 83, and to the brake chambers 82 and 83 by depressing or releasing the brake pedal 24, respectively. The high-pressure air is supplied or exhausted, and the brake is activated during supply, and the brake is released during exhaust.

Similarly, the first air pipe 73 is connected to the RW relay valve 52 via the first double check valve 76. Here, the first double check valve 76 enables air to flow from the dual brake valve 70 or the first brake control valve 78 described later in the direction of the RW relay valve 52. The RW relay valve 52 is connected to the RR brake maxi chamber 84 and the RL brake maxi chamber 85 of each RR brake 841 and RL brake 851 of the rear wheel 1c. The RR and RL maxi chambers 84 and 85 are provided with a brake operating portion of a parking brake device 8 which will be described later.
In the following description, the brake maxi chamber is abbreviated as “maxi chamber”, and when there is no need to distinguish between RR and RL, they are collectively referred to as “maxi chamber 84”.

  Further, a third air pipe 86 is provided between the rear air tank 71 and the first double check valve 76. The third air line 86 includes a check valve 86a that allows air to flow from the rear air tank 71 toward the first double check valve 76, and a first brake that closes and opens the third air line 86. A control valve 78 is provided.

  Similarly, a fourth air pipe 87 is provided between the front air tank 72 and the second double check valve 77. The fourth air line 87 includes a check valve 87a that allows air to flow from the front air tank 72 toward the second double check valve 77, and a second brake that closes and opens the fourth air line 87. A control valve 79 is provided.

  Next, the configuration of the parking brake device 8 will be described with reference to FIG. As described above with reference to FIG. 2, the operating portion of the parking brake device 8 is connected to the RR brake maxi chamber 84 and the RL brake maxi chamber 85 of the rear wheel 1 c via the fifth air pipe 88. It is decorated by.

  As shown in FIG. 5, the maxi chamber 84 is provided with a push rod 845a. The push rod 845a moves in the axial direction and has a wedge 845b at the tip. The wheel cylinder 843 has a trapezoidal receiving portion disposed therein, and the wedge 845b of the maxi chamber 84 is fitted into the receiving portion, so that the brake shoe 842 is expanded outward with the pin 846 as a center.

  The parking brake device 8 connects the maxi chambers 84 and 85 and the rear air tank 71 by a fifth air pipe 88. The fifth air pipe 88 is provided with a release valve 9 for supplying and exhausting high-pressure air via an emergency brake port 846 of each of the maxi chambers 84 and 85 described later. A rear air tank 71 and a hand control valve 81 that is disposed in the driver's seat and operates the parking brake device 8 are connected by a sixth air pipe 89.

  Further, the hand control valve 81 and the release valve 9 are connected by a seventh air conduit 90. When the hand control valve 81 is operated on the sixth air line (switched to the release position shown in FIG. 5), the indicator S / W 37, which is a parking brake operating means for transmitting an ON signal, and the seventh air A low pressure alarm cancellation S / W 38, which is a parking brake operation state detection means, is provided in each pipe line.

  In the present embodiment, the indicator S / W 37 that is operated by air pressure is used as the parking brake operation confirmation means, but instead of or in addition to this, between the main body of the hand control valve 81 and the operation lever. It is also possible to use a mechanical switch that is turned on when it is installed and the operation lever is operated to the parking position. Moreover, although the low pressure alarm cancellation | release S / W38 which operate | moves with an air pressure was used as a parking brake operation | movement confirmation means, it replaces with this, or the piston 91 moves by the spring 842 in the A chamber of the maxi chamber 84. A detection switch 95 may be arranged in the portion (see FIG. 5).

  The structure of the maxi chamber 84 will now be described with reference to FIG. The maxi chamber 84 has a structure in which a wedge 845b (see FIG. 5) is attached to the distal end side (right end in FIG. 6) of the push rod 845a and slides in the left-right direction.

  During normal running, high pressure air is introduced into the A chamber side of the maxi chamber 84 from the emergency brake port 846, and the piston 91 is located between the spring seat 93 and the piston 91 against the springs 92 and 847. And is stored in a state in which it is positioned at the center in the axial direction of the maxi chamber 84 in a compressed state.

  When the brake (service brake) is operated on the vehicle during traveling, high-pressure air corresponding to the depression amount of the brake pedal 24 is introduced from the dual brake valve 70 to the B room side from the service brake port 849, and enters the diaphragm 848. The connected push rod 846 moves to the right according to the pressure of the high-pressure air, and operates the RR brake 842 and the RL brake 851.

  On the other hand, when the parking brake 8 is operated, the high pressure air on the A room side is opened to the atmosphere by the release valve 9, so that the spring 92 extends and the piston 91 moves to the right side to operate the parking brake device 8. The FR brake chamber 82 and the FL brake chamber 83 are the same except for the piston 91, the spring 92, and the spring receiver 845 of the maxi chamber 84 in FIG.

  Next, a specific operation of the brake device 7 will be described based on the above configuration. First, the operation during normal driving will be described. When the brake pedal 24 is operated (service brake) by the driver and the dual brake valve 70 is opened, high-pressure air flows from the front air tank 72 through the second air conduit 74. The braking force is applied to the front wheel 1 a of the bus 1 by being supplied to the FR brake chamber 82 and the FL brake chamber 83 via the FW relay valve 51 via the dual brake valve 70 and the second double check valve 77. At this time, the second double check valve 77 blocks the flow of the air in the second air line 74 to the fourth air line 87 side.

  Similarly, high-pressure air flows from the rear air tank 71 through the first air pipe 73, and the RR brake maxi chamber 84 and RL brake are connected via the dual brake valve 70, the first double check valve 76, and the RW relay valve 52. It is supplied to the maxi chamber 85 and supplied to the RR brake 841 and the RL brake 851 to apply a braking force to the rear wheel 1c of the bus 1. At this time, the first double check valve 76 blocks the flow of the air in the first air line 73 to the third air line 86 side.

  Next, when the bus 1 stops at a bus stop and the door of the middle door 1b is opened for passengers getting on and off, or when the bus 1 is idling stopped, the A / T stall torque is not generated. The operation of the first and second brake control valves 78 and 79 that operate in this case will be described.

  FIG. 7 is a logic diagram showing the operating condition [ON] of the first and second brake control valves 78 and 79. In [38], the [AND] condition of the middle door opening / closing operation S / W32 open [ON] and the middle door micro S / W39 open [ON] detecting the open / closed state of the middle door 1b is essential. One of [ON] is an [OR] condition, and any of 40 at 48, emergency travel S / W31 normal [ON], and vehicle stop signal 41: vehicle speed ≦ 1.7 km / h [OFF], respectively. Becomes [AND], the first and second brake control valves 78 and 79 are turned [ON] (actuated).

  The brake control valve operates based on an output signal from the brake operation control ECU 35. First, after the first brake control valve 78 is opened (ON), the second brake control valve 79 is opened (ON) one second later by the time lag relay 80. When the first brake control valve 78 is opened, the high-pressure air from the rear air tank 71 flows through the third air pipe 86 and passes through the first double check valve 76 and the RW relay valve 52 to the maxi chamber 84, 85, the push rod 841 moves to the right, and the RR brake 841 and the RL brake 851 apply braking force to the rear wheel 1c of the bus 1. At this time, the first double check valve 76 blocks the air on the third air conduit 86 side from flowing to the first air conduit 73 side.

  When the second brake control valve 79 is opened after 1 second, high-pressure air from the front air tank 72 flows through the fourth air conduit 87, and the second double check valve 77 and the FW relay valve 51 are turned on. The braking force is applied to the front wheel 1a of the bus 1 to ensure the safety of passengers. At this time, the second double check valve 77 blocks the flow of the air on the fourth air conduit 87 side to the second air conduit 74 side.

  When the parking brake 8 is operated, the driver operates the lever of the hand control valve 81 to the parking position (see FIG. 5), so that the high-pressure air acting on the release valve 9 enters the atmosphere from the hand control valve 81. The high pressure air on the A room side of the maxi chamber 84 is released from the release valve 9 to the atmosphere via the fifth air pipe 88. As a result, the high pressure air filled in the B chamber of the maxi chamber 84 becomes the emergency brake port 846 → the fifth air pipe 88 → the release valve 9 → the atmosphere is released, and the piston 91 (see FIG. 6) is moved to the spring 92. The parking brake 8 is actuated by moving to the right side (in FIG. 6) by the extension force.

(First embodiment)
Next, a series of control methods for operating / releasing the brake control valves 78 and 79 and the parking brake 8 according to the first embodiment will be described with reference to FIG. When the process starts from step S1, it is determined in step S2 whether or not the emergency travel switch 31 is [OFF]. If an abnormality occurs in the brake device operation control ECU 35, the emergency travel switch is switched to [ON], NO is selected, and the process proceeds to step S13. When the emergency travel switch is switched to [ON] in this manner, the operations of the ISS control device 3 and the brake device 7 are prohibited and the normal travel state is set. On the other hand, when the emergency travel switch is set to [OFF], the brake device 7 can be operated as described later.

  In step S3, it is determined whether or not the vehicle 1 is in a stopped state. Here, the stop state is determined based on whether the vehicle speed detected by the vehicle speed sensor 41 is 1.7 km / h or less. If NO, the process proceeds to step S13, and the process is terminated. This is dangerous if the middle door 1b is opened while the vehicle 1 does not stop. On the other hand, if it is determined that the vehicle speed is 1.7 km / h or less and the vehicle has stopped, Yes is selected and the process proceeds to step S4.

  In step S4, it is determined whether or not the middle door opening / closing operation S / W32 has been operated. Here, since it is determined in step S3 that the vehicle 1 has stopped, the driver operates the middle door opening / closing operation S / W32 for passengers to get on and off. If no operation is performed, NO is selected, the process proceeds to step S13, and the process is terminated.

  If the opening operation of the middle door opening / closing operation S / W32 is confirmed in step S4, Yes is selected and the process proceeds to step S5. The driver keeps stepping on the brake pedal 24 even at this time. In step S5, since the vehicle is stopped and there is no problem even if the middle door 1b is opened, whether or not the middle door 1b is opened is determined by the detected value of the middle door micro S / W39. Is determined based on whether or not is in the [ON] state. If not open, NO is selected and the process proceeds to step S13.

  If Yes in step S5, the process proceeds to step S6, and a signal indicating that the A / T is in the neutral state is input from the A / T control ECU 90 to the engine ECU 6 (see FIG. 4). A signal for turning on the first and second brake control valves 78 and 79 is output from the brake operation control ECU 35. As a result, the first and second brake control valves 78 and 79 of the brake device 7 are operated in step S7.

  When the first brake control valve 78 is opened in step S7, the high-pressure air is supplied from the rear air tank 71 → the first double check valve 76 → the RW relay valve 52 → the B chamber side of each of the maxi chambers 84 and 85 (FIG. 6). The RR brake 841 and the RL brake 851 apply braking force to the rear wheel 1c of the bus 1.

  When the second brake control valve 79 is opened, the high pressure air is supplied to the front air tank 72 → the second double check valve 77 → the FW relay valve 51 → FR and the FL brake chambers 82 and 83. A braking force is applied to the front wheels 1a, and passenger safety is ensured.

  On the other hand, in the case of parking for a long time (several minutes), such as waiting for passengers at the bus terminal or adjusting the time on the route route, the process proceeds to step S8, where the driver applies the parking brake to operate the parking brake 8. The hand control valve 81 as an operation means is operated to the parking position (see FIG. 5).

  When the hand control valve 81 is turned on, YES is selected and the process proceeds to step S9. When the lever of the hand control valve 81 is operated to the parking position, the release valve 9 releases the high-pressure air that has acted on the release valve 9 from the hand control valve 81 side into the atmosphere. 5 Open the air pipe 88 side to the atmosphere. Therefore, the high-pressure air on the A room side of the maxi chamber 84 is released from the release valve 9 to the atmosphere via the fifth air pipe 88. As a result, the high pressure air filled in the B chamber of the maxi chamber 84 becomes the emergency brake port 846 → the fifth air pipe 88 → the release valve 9 → the atmosphere is released, and the piston 91 (see FIG. 6) is moved to the spring 92. It moves to the right side (in FIG. 6) by the extension force of and the parking brake is activated. Thus, the brake device operation by the high pressure air on the B chamber side and the brake device operation by the extension force of the spring 92 are simultaneously operated.

  Subsequently, in step S10, it is determined whether or not the parking brake 8 is operating. This determination is made by determining whether or not the hand control valve 81 is operated by the indicator S / W 37 interposed in the sixth air pipe line 89. If the indicator S / W 37 is an [ON] signal, it is determined that the hand control valve 81 has been operated, YES is selected, and the process proceeds to step S10. On the other hand, in the case of OFF, the process returns to step S8 to confirm whether the operation of the hand control valve 81 has been performed or whether there is a communication problem.

  In step S11, it is determined whether or not the high pressure air in the fifth air line 88 has been released to the atmosphere by the operation of the low pressure alarm release S / W 38 (the release of the high pressure air that has acted on the low pressure alarm release S / W 38). to decide. Here, it is determined that the spring 92 of the maxi chamber 84 has expanded due to the release to the atmosphere, and it is determined that the maxi chamber 84 has acted. As described above, in steps S10 and S11, the operation of the parking brake 8 is confirmed by double checking the operation of the hand control valve 81 and the operation of the low pressure alarm release S / W 38.

  As described above, when the safety is confirmed as a result of the double check in steps S10 and S11, the brake control valve is turned off (step S12), and the process is ended (step S13). The step S11 will be specifically described. The high-pressure air in the FR and FL brake chambers 82 and 83 is released to the atmosphere from the FW relay valve 51, the brake shoe 842 is returned by the return spring 844, and the brake is released. The high-pressure air that has entered the B-room side of the RR and RL maxi chambers 84 and 85 is released to the atmosphere from the RW relay valve 52 interposed in the fifth air conduit, but the parking brake 8 And the braking force is maintained by the piston pressing force of the spring 92 of the RL maxi chambers 84 and 85.

On the other hand, if NO is selected in step S8, it is determined in step S14 whether or not the A / T transmission is other than neutral. If the A / T transmission is other than neutral, YES is selected, and it is determined in step S15 whether the middle door micro S / W 39 is in the OFF [closed] state. If the inner door micro S / W 39 is in the OFF [closed] state in step S15, YES is selected, the process proceeds to step S12, and the brake control valve is turned OFF as described above.
If NO is selected in steps S14 and S15, the process returns to step S8.

(Second embodiment)
Next, a series of control methods when operating and releasing the brake control valves 78 and 79 and the parking brake 8 according to the second embodiment will be described with reference to FIG. In the second embodiment, steps that are basically the same as those in the first embodiment are denoted by the same reference numerals, and redundant description will be omitted as appropriate.

  In the second embodiment, steps S16 to S18 are performed instead of step S11 of the first embodiment. In step S16, it is determined whether or not the A / T transmission is in a state other than the neutral state based on whether or not the range attendant signal, which is an N signal acquired via the engine ECU 6, is OFF. If the range attendant signal is ON, NO is selected and the process returns to step S8. On the other hand, if the range attendant signal is OFF, Yes is selected, and the process proceeds to step S17.

  In step S17, it is determined whether or not the automatic transmission is in a state other than the neutral state based on an actual gear N signal that is an N signal directly obtained from the A / T transmission. If the actual gear signal is ON, NO is selected and the process returns to step S8. On the other hand, if the actual gear signal is OFF, YES is selected and the process proceeds to step S18. As described above, in this embodiment, whether or not the gear position of the A / T transmission is in the neutral state is double-checked based on the range attendant signal and the actual gear N signal.

  In step S18, it is determined whether or not the middle door micro S / W 39 is in an OFF state (the middle door 1b is in a closed state). When the middle door micro S / W 39 is ON, the middle door 1b is in an open state, so that there is a risk of danger when the vehicle 1 starts to move, so that the process returns to step S7 and the brake control valve is not released. On the other hand, if the middle door micro S / W 39 is OFF, the middle door 1b is in the closed state, and therefore the process proceeds to step S12 on the assumption that there is no risk of danger even if the vehicle 1 starts to move.

  Thus, in step S18, in addition to determining whether or not the A / T gear position is in the neutral state, it is determined whether or not the inner door 1b is in the closed state. As a result, it is possible to more reliably determine whether or not the driver intends to start, so that safety can be further improved.

  As described above, when the safety is confirmed as a result of the double check in steps S16 and S17, the brake control valve is turned OFF (step S12), and the process is ended (step S13).

Here, FIG. 10 summarizes the brake control valve release control (corresponding to steps S9 to S14) in the first and second embodiments described above as a logic diagram. At 60, the range attendant signal: other than N [OFF], the actual gear N signal: other than N [OFF], and the middle door micro S / W 39 that detects the open / closed state of the middle door 1b: [OFF] It is a condition. Further, at 62, the low-pressure alarm cancellation S / W38: operation [OFF] and the indicator S / W: operation [ON] are [AND] conditions. Then, at 64, the emergency travel S / W 31 is emergency [OFF], 60 or 62 is an [OR] condition, and when either is satisfied, the first and second brake control valves 78 and 79 are turned OFF (released). .
In addition, as indicated by 64 in FIG. 10, it may be added as an OR condition that emergency traveling S / W 31 is ON.

  As shown in FIG. 10, when determining whether A / T is in the neutral state, the range attendant signal and the actual gear N signal are double checked. On the other hand, in determining whether or not the parking brake is operating, the operation check of the hand control valve 81 and the double check of the operation of the low pressure alarm release S / W 38 are performed. In this way, by making a plurality of types of determination for each condition, it is possible to avoid a situation where the brake device is inadvertently released when any of the control signal lines is erroneously detected or disconnected / short-circuited. And good safety is obtained.

  As described above, according to the present embodiment, when the brake device is automatically controlled to maintain the stop state of the vehicle when the power from the engine is cut off when the vehicle is stopped, the automatic control is safely released. (I) The driver's intention to start is confirmed by selecting an automatic transmission other than neutral, or (ii) the parking brake operated by the driver is released, The intention to start is confirmed. In the present invention, the determination in these release conditions is performed based on the multiplexed control signal, so that if a false detection or a disconnection / short circuit occurs in any of the control signal lines, the brake device is inadvertently The situation where it is released can be avoided, and good safety can be obtained.

  The present invention relates to a brake control device and method capable of safely releasing a brake device for maintaining a stopped state of a vehicle when the power is cut off in a vehicle having an idling stop device that automatically stops the engine when the vehicle is stopped. Is available.

1 Vehicle 1b Middle door 2 AT ECU
3 ISS control device 6 Engine ECU
7 Brake device 8 Air pressure sensor 9 Release valve 21 Meter cluster 22 ISS device main S / W
24 Brake Pedal 51 FW Relay Valve 52 RW Relay Valve 70 Dual Brake Valve 71 Rear Air Tank 72 Front Air Tank 73 First Air Line 74 Second Air Line 76 First Double Check Valve 77 Second Double Check Valve 78 First Brake control valve 79 Second brake control valve 81 Hand control valve 82 FR brake chamber 83 FW brake chamber 84 RR brake maxi chamber 85 RL brake maxi chamber

Claims (6)

A brake control device for controlling a brake device of a vehicle equipped with a power shut-off system that travels by transmitting engine power to drive wheels via an automatic transmission and shuts off the engine power under predetermined conditions,
When the power of the engine is shut off by the power shut-off system, the brake control means for controlling to automatically operate the brake device and maintain the stop state of the vehicle,
The brake control means determines that the automatic transmission is not in a neutral state based on a first gear signal acquired from the automatic transmission via one signal line, and sends another signal line from the automatic transmission. The brake control device releases the maintenance of the vehicle stop state by the brake control means when it is determined that the automatic transmission is not in the neutral state based on the second gear signal acquired via . A brake control device for controlling a brake device of a vehicle equipped with a power shut-off system that travels by transmitting engine power to drive wheels via an automatic transmission and shuts off the engine power under predetermined conditions,
A brake control means for controlling the brake device to automatically operate and maintain the stop state of the vehicle when the power of the engine is cut off by the power cut-off system;
A parking brake of the vehicle;
Parking brake operating means for a driver to operate the parking brake;
A parking brake operating state detecting means for detecting an actual operating state of the parking brake;
When the brake control means determines that the parking brake operation operation has been performed by the parking brake operation means, and the parking brake operation state detection means detects that the parking brake has actually been activated. In addition, the brake control device releases the maintenance of the stopped state of the vehicle by the brake control means. Comprising an open / closed state detecting means for detecting an open / closed state of an entrance / exit door mounted on the vehicle,
2. The brake control unit according to claim 1, wherein when the opening / closing state detection unit detects that the door is in a closed state, the brake control unit releases the maintenance of the vehicle stop state by the brake control unit. The brake control device described in 1.   The power cut-off system is an A / T transmission power cut system that switches the A / T transmission to a neutral state when a boarding / alighting door mounted on the vehicle is in an open state. Item 4. The brake control device according to any one of items 1 to 3. A brake control method for controlling a brake device of a vehicle equipped with a power shut-off system that travels by transmitting engine power to drive wheels via an automatic transmission and shuts off the engine power under a predetermined condition,
A brake operation step of controlling the brake device to automatically operate and maintain the vehicle stop state when the power of the engine is cut off by the power cut-off system;
A first gear signal determination step of determining whether or not the automatic transmission is in a neutral state based on a first gear signal acquired from the automatic transmission via one signal line;
A second gear signal determination step of determining whether or not the automatic transmission is in a neutral state based on a second gear signal acquired from the automatic transmission via another signal line;
When it is determined that the automatic transmission is not in the neutral state based on the first gear signal, and when it is determined that the automatic transmission is not in the neutral state based on the second gear signal, the brake control means A brake release method comprising: a brake release step for releasing maintenance of the stopped state of the vehicle. A brake control method for controlling a brake device of a vehicle equipped with a power shut-off system that travels by transmitting engine power to drive wheels via an automatic transmission and shuts off the engine power under a predetermined condition,
A brake operation step of controlling the brake device to automatically operate and maintain the vehicle stop state when the power of the engine is cut off by the power cut-off system;
Release operation determination step for determining whether or not the parking brake operation means has been operated by a parking brake operation means for a driver to operate the parking brake;
An operation state detection step of detecting an actual operation state of the parking brake by a parking brake operation state detection means for detecting an actual operation state of the parking brake;
A brake release step for releasing the maintenance of the vehicle stop state by the brake control means when it is determined that the operation operation of the parking brake has been performed and the parking brake has actually been activated. And a brake control method.

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